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7 Sheets-Sheet 1.

E. T. 86 D. HIGHAM.

(N0 Model.)

VBLQ IPBDE.

No. 3055225. Patnted Sept. 30, 1884.

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(No Model.) 7 Sheets-Sheet 2 E. T. -& n. HIGHAM.

I VELOOIPEDE. No. 305,925. I Patented Sept. 30, 1884.

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(No Model.) '2 Sheets-Sheet 3.

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(No Model.) 7 Shee'ts-Sheet 4.

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VELOGIPEDE.

No. 305,925. Patented Sept. 30, 1884;

(No Model.) 7 Sheets-Sheet 5'.

E. T. 80 D. HIGHAM.

VELOGIPEDE.

No. 305,925. Patnted Sept. 30. 1884.

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(No Model.) 7 Sheets-She'et 6;

E. T. & D. HIGHAM.

VBLOUIPEDE. No. 305,925. Patented Sept. 30, 1884.

WITNESSES INVENTORIS W-QK SUQQM N. PEIERS PMIQ-UQMIHPNI. War-win D. C.

7 Sheets-Sheet 7.

(No Model.)

B. T. & 1). HIGHAMV VELOOIPEVDE.

No. 305,925. Patented Se t; 30, 1884.

WITNESSES N. Firms P'lmwlmwmlphnr. Wilmington D. c

NITED STATES rrrcn PATENT ENOS T. HIGHAM AND DANIEL HIGHAM, OF PHILADELPHIA, PA., ASSIGX- OBS OF ONE-THIRD TO EDWARD 1?. BURTON, OF SAME PLACE.

VELOClPE-DE.

SPECIFICATION forming part of Letters Patent No. 305,925, dated September 30, 1884. Application filed January 17, 1684. (N model.)

To all whom it may concern.-

Be it known that we, ENOs T. HIGHAM and DANIEL HIGHAM, citizens of the Uniter States, and residents of Philadelphia, Pennsy vania,

. 5 have invented certain Improvements in Velocipedes, of which the following is a speci fication.

Our invention consists of certain improvements in the frame-work, wheels, speed-changihg gear, equalizing mechanism, and seatsupporting devices of the velooipcde, our improvements being too fully set forth herein after to need a detailed preliminary description.

r5 In the accompanying drawings, Figure 1, Sheet 1, is a side view of our improved velocipedc; Fig. 2, Sheet 2, a plan view of thesame; Fig. 3, Sheet 3, an. enlarged section of part of the frame, main axle, and one of the wheels;

Figs. 4 and 5, views of the device for supporting the seat; Figs. 6 and 7, Sheet 1, and Fig. 8, Sheet 2, views of parts of the equalizinggear, Fig. 9, Sheet 2-, a sectional view of part of the frame, Fig. 10, Sheet 4, a perspective View of the frame; Fig. 11, Sheet 5, a face view of the speed-changing gear; Fig. 12, a

' view of one of the rubber tires before it is applied to the wheel; Fig. 13, Sheet 6, a sectional perspective view illustrating the mannor of constructing and applying the spokes of the wheel, and Figs. 14 and 15, Sheet 7, views showing a modification of the equalizing gear.

The velocipede is of the character known as 5 a quadricycle, having four wheels-two on each side. A serious objectionsto velocipedes of this class, and also to tricycles as usually constructed, is their size, which renders it in-' convenient if not impossible to take them 0 indoors after use. To overcome this objection we so construct the frame of the velocipede that it can lie-readily taken apart after 1186;fl11d as readily put together again when required; Each pair of wheels ("I pair in this case meaning the large wheel A and small wheel a on each side) is carried bya frame,B, the hub of the wheelA consisting of a sleeve, 21, carrying opposite disks, 0 G, to which the inner ends of the spokes are secured,as described hereinafter, said sleeve being free to turn in hearings in the-frame B, andthe latter having at the front end a pivoted post, d, forked at the lower end for the reception of. the small wheel a, which is free to turn on a short axle carried by said forked post, or with 5 5 a spindle turning in bearings therein, the upper end of the post having an arm, e, connected by a rod, 6, to an arm, 6 on a steering-bar, D, free to turn in lugs on the frame B. .Each frame B, with its wheels and steering-"gear, thus forms an independent self contained structure, which can be readily slipped laterally onto or off of the projecting ends of the axle F, set-screws f serving to secure the wheelto the axle when necessary, and one of said sorewsbeing adapted to an annular groove, f, in the axle, so as to prevent lateral displacement of the wheel. The axle is made in two parts, so that the wheels can turn independently of each other, (a necessity in turn Mg curves,) and this tw0part axle carries the tubular rear bar, g, of the fixed frame G of the velocipede, the pendent front portion of said frame comprising the opposite legs hand cross-bar h.

In the legs h are formed bearings for the crank-shaft H, and the frame G is supported by means of a wire rope, rod, chain, or suit able connection, t, extending from the crossbar h to the front end of each frame 13, to which it is hooked or otherwise secured, so as to be readily detachable therefrom. The seat K is carried by a post, I, which is secured to and projects upward from the tubular rear' bar, 9, of the frame G, so that the velocipede comprises in efiect three main parts namely,the axle with its frame G carrying the driving-geanand seat, and the two opposite frames, B, each with its wheels and steeringgear, these frames being readily disconnected, 0 so that when the velocipedc is not in use it can be taken apart and stowed away indoors in any convenient place, the frames being connected with equal readiness when the velocipede is again required for use. 5

Secured to each half of the axle F is a bevelwhcel, m, which is geared by means of a series of duplex pinions, n, (four in the present instance,) to a bevel-wheel, 1), formed within the hollow hub of a chain-wheel, M, the pin- 10c ions being carried by radial shafts 7t, braced at their inner and outer ends by rings 7i Fig.

10, which are connected by radial spokes-and form, in effect, a steadying-frame, whereby the shafts 7c are always kept at a proper distance apart. The inner ends of the shafts k 5 are screwed into the inner ring, 76', and project beyond the same and into openings in a sleeve, L, surrounding the axle; or, if desired,

the shafts maybe screwed into this sleeve as well as into the inner ring, 70.

In a box, q, on the tube 5 of the frame G is guided a bolt, q, which is acted upon by a spring, q and has a yoke, q, capable of being lifted by a cord or other means,and in the sleeve L is an opening for the reception of this bolt, so I 5 that the sleeve can be locked to the tube 5 and prevented from turning; or on elevatingthebolt the sleeve may be permitted to turn with the axle F. \Vhen the sleeve is prevented from turning, the shafts 7a are held rigidly in position, and the power is transmitted from thebevelwheel 1) to the wheel on of the axle through the medium of the duplex pinions n, which .turn on the shafts k, the speed of the wheel A in this case being greater than that of the chain-wheel M, owing to the diiference in the diameters of the wheels m and 9. V hen the sleeve L is free to turn, however, the shafts 75 turn with the same, and the pinions n in this case serve simply to lock the wheels at and p together, both the wheels A and M turning at thesanie speed. The wheel M is made intwo parts, s, separable laterally, the hollow hub of the wheel inclosing the wheel m, the pinions a, their shafts 7a, and the steadying-frame.

The chain-wheels M are driven from the crankshaft I'I through the medium of chains Q, passing round said wheels M, round lower chain-wheels, N, and over pulleys Nhung to studs on the frame G, these pulleys N being 4 so arranged in respect to the chain-wheels M that the chainspass in a vertical direction between the two.

\Ve have found that when the driving-gear isthus constructed and arranged on a frame, G, projecting in advance of the axle F, and

the seat K. carried by said frame is also located so that the weight or the v greater portion of the weight of the rideris. in advance of the axle, the power can be applied in the 5 most effective manner, the weight of the rider materially, assisting in the application of powor. {For instance, if the wheels Aareheld and prevented from turning, the application of power to the crank-shaft will result in raising the frame Gat the outer end, and this is resisted by the weight of the rider, which tends to keep the frame G depressed; hence the application of power to the driving-gear is most effective when most required. Spurgearing may be substituted for the chain-gearing shown, but the latter is preferred. The

chain-wheels N are not connected directly to the crank-shaft H, but are driven therefrom through the medium of the devices shown in Figs. 6, 7, and 8.

Secured to each end of the crank-shaft His a hub, 15, with arms t, (four in the present instance,) these arms carrying pinions n, which engage with an internal rack, 10, in the hub of the chain-wheel N, and with a spur-wheel, x, formed on the end of a sleeve, 3/, which is free to turn loosely on the I shaft H, and has a chain-wheel, 1?, contained within an enlargement, P, in one of the legs h of the frame G, the chain S connecting the opposite wheels P, as shown in Fig. 8, and passing through the lower portions of the legs h and through the bottom bar, h, of the frame G, these portions of said frame being hollow and provided with a central partition, 2, Figs. 9 and 10, to prevent the chain from becoming entangled] \Vhen the sleeves y are prevented from turning, the pinions Q), as they are carried round by the arms t carry the chain-wheels N with them, owing to their engagement with the racks w, the pinions also turning on their pins '0, owing to their engagement with the fixed spur-wheels x, and thus imparting an additional movement to the chain-wheels. If the central spur-wheel is caused to move in the same direction as the crank-shaft, the speed .of the chain-wheel will be reduced to a degree dependent upon the speed of the spurwheel,.a movement of the latter in the oppo site'direction having the opposite result.

\Vhen the velocipede is running in a straight course, both wheels meet with the same amount of resistance, and consequently both sets of driving-gear will have the same speed; but in turning curves the inner wheel will meet with the most resistance; hence, as the pinions con that side are carried around in the direction of the arrowthey will cause the spur-wheel 00 to turn in the same direction, the resistance to this movement being less than that offered by the rack 10. This movement of the spur-whee1 will be transmitted through the medium of the sleeve 3 chain-wheels .P, and chain S to the opposite sleeve and spur-wheel, the effect of whiohwill be to turn said spur-wheel backward, and thus impart anincreased speed to the outside wheel, as isvnecessary in order to turn the curve, the amount of increase being dependent upon the amount of retardation of the innerwheel, and this upon the sharpness of the curvein other words, a certain amount of movement will be taken from the inner wheel and added to the outer wheel.

Spur or bevel gearing may be used instead of the chain and chain-wheels for connecting the sleeves 3 but the chain-gearing is preferred.

The standard I, which carries the seat K, has at the upper end an arm, K, terminating at the outer end in a ring, K to which are bolted, by means of rings K, two disks, V, of rubber or other elastic material, a central washer, W, being interposed between the disks and the seat K, bearing centrally upon the disks and being secured by bolts which pass through a flange of the seat, through the washer W, and through a bottom Washer,VV-. By this means an annular elastic support for the seat is formed and the comfort of the rider lOO - is-enhanced. A single disk of rubber, or more than two disks, may be used, if desired. An ordinary rubber tire for velocipedewheels is, when vulcanized, usually in the form of a ring of the same diameter as the -wheel to which it is to be applied.

As the periphery of this ring is of greater diameter than its inner edge, the rubber at the periphery is in a constant state of tension, and when it becomes cut the tendency of the incision is to spread and increase in depth. To overcome this objection, we vulcanizethe tire while it is in the form ofa coil, as shown in Fig.12, the diameter of the coil being less than the diameter of the wheel. hen the coil is expanded so to adapt it to the groovedtir'e of the wheel, the effect will be to compress the periphery of the strip, this compression being such as to tend to close anyjnoision that may be made in the tire after its application to the wheel.

The manner of securing the spokes to the hub and felly of the wheel A is shown in Figs. 3 and 13. On reference to 3, it will be observed that the sleeve [2 is made in two parts, bearing centrally upon a rin I), and. each threaded at the outer end. Each disk (3 of the hub is composed of two plates, b and I), the inner plate, If, having a central threaded opening adapted to the threaded end of the sleeve b, but the outer plate, I), being free to slide on the sleeve, and being acted upon by a nut, b, which forms the journal of the wheel, and is adapted to the bearing in the frame B. The spokes c are in pairs, each pair of spokes con sisting of a wire bent to form a loop, 0, at the outer end, and having at the inner endshooks c. The tire L has openings 6, properly spaced for the passage of the spokes, the loop 0, connecting each pair of spokes, being within the hollow tire. The inner plate, I), of each of the hulrdisks C- has a notched rim, 0, for receiving the spokes, and an annular groove, 0", for

receiving the hooks at the ends of the spokes,

} the end of one spoke of each pair being secured to one disk 0, and the end of the other spoke to the opposite disk. The spokes are all of exactly the same length, and the tire is made truebefore the application of the spokes thereto. The inner ends of the spokes are applied to the plates b, and clamped thereto by the plates 1) of the disks 0 while said disks are at the center of the sleeve 1), the disks being then separated so as to bring the plates 11 under control of the threaded ends of the said sleeve, whereupon the halves of the sleeve are rotated, so as to force the disks apart, and thus stretch the spokes and make a firm, true, and well-bound wheel.

Speed-changing gear may be used in connection with the crank-shaft instead of the axle, if desired, and the equalizing-gear may be used upon the axle where such an arrangement is preferred. Thus in Figs. ll and 15 O we have shown how the latter idea may be carried into effect. The axle F is continuous, and the pinions r are carried by the chainwheels M, which are free to turn. Each of the internal racks to is carried by a'sleeve, F, to which one of the wheels is attached, and each of the spur-wheels w is carried by asleeve, o, these two sleeves having at their inner ends chain-wheels P, connected bya chain,S, passing over a segmental guide, S, on the fixed frame, so that any rotary movement of one of said sleeves causes a movement of the other sleeve to the same extent, but in the opposite direction.

The gearing for one side only is shown, but it will be understood that the opposite side has precisely similar gearing.

We claim as our invention- 1. The combination, in a velocipede, of an axle, aseatframe, anddrivinggear with opposite detachable frames B, each carrying a pair of wheels, as set forth.

2. The combination of the two pairs of wheels A a, the axle, the frame G, carrying the seat and driving-gear, and the opposite frames ]3,.detachable from the axle, and each having a bearing for one of the wheels A, a pivoted post for one of the wheels a, and steering mechanism for said wheel a, as set forth.

3. The combination of the shaft or axle having a bevel-whecl, m, the wheel M, having a bevel-wheel, p, the connecting-pinions n, the shafts is, carrying the same, and means for lockin g and releasing the f rame carryingsaid shafts, as set forth.

4. The combination of the axle and drivingwheels of a velocipede, a frame, G, projecting .in front of the axle and carrying the crankshaft and driving-gear, and a seat, located as described, whereby the preponderance of weight is in front of the axle, as set forth.

5. The combination of the axle and drivingwheels, the frame G, projecting in front of the axle, the seat, located as described, the crankshaft H, adapted to bearings in the frame G, the chain-wheels N, driven by the crank-shaft, the chain-wheels M, the intermediate pulleys, N, carried by the frame G, and the chains Q, engaging with the wheels M and N and passing under the pulleys N, as set forth.

6. The within-described equalizing device for velocipedes, the same comprising two wheels or disks having internal racks, w, and connected or geared one to one driving-wheel and the other to the opposite driving-whee], the spur-wheels a2, geared together, so as to move in unison but in opposite directions, the pinions o, gearing into the spur-wheels w, and racks to, and the two pinion-carriers driven by or from the crank-shaft, as set forth.

'7. The combination of the two wheels or disks having internal racks, to, and connected or geared to the driving-wheels, the sleeves y, having spur-wheels and chain-wheels P, the guided chain S, connecting. the two chainwheels, the pinions r, gearing into the spur wheels 00, and racks to, and the pinion-carriers driven by or from the crankshaft, as set forth.

G, carrying the seat and driving-gear and hung to the axle, and the supporting cord or wire 2', connected to the frames 13 and G, as set forth. 5 9. The combination of arubber disk clamped at the edge, with a seat, K, centrally sup ported by said disk, as set forth.

10. A velocipede-wheel having a rubber tire expanded to fit the felly and having its IO periphery compressed by such expansion, as

set forth.

11. The mode described of preparing rnbhaving openings 0 in the bottom, the clamp ing-disks O of the hub, and the spokes composed of wires, each bent to form a pair of 20 In testimony whereof we have signed our 25 names to this specification in the presence of two subscribing witnesses.

ENOS r. HIGHAM. DANIEL HIGHAM.

Witnesses:

. JOHN M. CLAYTON,

HARRY SMITH. 

